Automatic train-controlling device for preventing collisions



A. L. BOWER. AUTOMATIC TRAIN CONTROLUNG DEViCE FOR PREVENTING CO LLISIONS.

APPLlCATlON FILED FEB 24. 3913.

Patented E90 6, N21.

mml

gmvcmfsi aw;-

speed.

m Animal-1i .u.

TQMATEC llit-ELEIILCGIU'TROLLING DEVICE fill??? Application filed February 524, 1913. Serial Nu.

To all whom ii may concern Be it known that l, 9131mm L. Bownn. a citizen of the llnitcd z itates of AH11lCiL,'2tH(l resident of lloycrtown, in the county of Berks and State of Pennsylvania, have invented a new and usciul lmprovcn'ient in Autcnnatic Trsinflontrollingg Devices for Preventing; Collisions, of which the iollowing is a spa wiiicati'on.

This invention relates to devices which utilizc the movement of the train to control hraltc opsration. making the hralie application light and slow when the speed of the train 'is low and heavier and more rapid which the trainis running at a high An clectric circuit is utilized to maintain the dci iccs in operative conditionwhcn no cause ior stopping the train exists. This circuit is conncctcd to and controlled by blocks of nearly cqual'length throughout thi systcin.

(icai's conncctcd a wheel or axle are uscd to operate a governor which controls a valve connected to another Valve. the lat-- tcz' hcingmnncctcrl to the train line brake pipc. line first valve is adjusted to he opcncd by the raising of the goici'noishat't but not until a s iccd of six or tcn miles per hour has hccnattained. its the speed in creases the valvc'is automatically opened widcr.

The gears also operate a sprocket or gear wheel which supports a perforated strip, i'ihhon or ladder chain which in turn sup ports a weight below. This weight is constantly lowcrcd when the train runs hut is also adapicd to ho raised by a solenoid which draws up a core 'mountcd ahovc the weight but attached to tho wcight'when the electric c'm uit coniplctc thus energizing the solenoid cithci" dii'cctly 01' by means of a rclay contactand c xtra hatter Further an alarm is used which notifies the cnginccr a moment before the valves will he opcncd automatically by the dci'icc. if he hoods the alarm and reduces speed sutficicntly he can proceed at rcdnced speed 1111- til he reaches 2.- position where the electric circuit again operates. Tho weight above mentioned op rates directly upon tnc second latter may control the valve.

named valve. However the weight may break a contact of an electric circuit which This s cle- Specificstion of Letters Patent.

ated by a .sproc.

"31%, OF EBOYERTO'VYN, ElEI-IIQ'S YLVAHEA. v

Deco ii", 32921.

scribed and claimed in my serial application Nofiil '18 filed A11 7 1909.

W 7 A, '2 7 Y 'lhecntirc device 18 well adapted to he used in conncction with. the cab signal systems described and claimed in patents grantcd to his numhcred and dated as follows: Number 788,513., dated May 1905. Numher 832.652., datcdfict. 9 1906, and Number 1,036,552, dated 27. 191.2.

liurther the air let out of the train line is fed into cylinder containing a piston mechanical connection with the locking dog and arm of the throttle lever for the purpose of shutting: off steam automatically, in fact the brakes are fully operated automatically.

l l ith this and other objects in'view, l have sho T11 in Figure l complete operatingfilcrice in Fig. $3 a section of track and a t modification of the valve con- "he governor. In Fig. 4 is shown nnprovst n sulated cont ict rail.

The axle 61 mounted sthcreon. This worm gear .61 engages and operates gear whcels 62 and 96. A. vertical shaft 33 carries wheel 62 below and another worm gear 64; above. The lattcr engages :2 gear or sprocket wheel 67 which carries a ladder chain 68 which is held taut by wheel 70 below. moves downward vertically in front of it vertical plate Although I hare shown thc chain operwheel which also engagcs the worm gear 64L, it will be understood that the gear whcel (3? may operate a shaft to which a sprocket wheel is attacheth the wheel supporting the ladder chain. stpiai'c rod whose weightis sufficient to open a valvc mounted just below the rod, is supported in a vertical position in front of the ladder chain. The rod should not be round. It should pass loosely through one or morc holes 90 and 91 in a boiler frame. The-holes should be the same shape as the rod. The square rod can rise and descsnd through the holes ut binding): or. turning. Rod Shoal-Tics a pawl 85 whose lower anncr of securing a short inl? of Wheel has a Worm gear This chain a spring 8 The rod is supported on tho croee wiie hy the pawl. The rod slides up v zim i m the oziwl with it. with ease; r he (lo "ovoid motion. of the chain carries the pool and rod -with it until the rod has lull. o euetl valve 107 after which the chain Wives w ole past. the notched cool of the pawl.

Th upper eucl of the "rod 88 is mmle of ljuese and it posses lilmiugh a soleuoidfil'.

o helovv'the solenoid. This core fits loosely into llie Sl8l10ll lllltl is designed to be ormviu into the solenoid when the eoleuoiol i. ie euii e03 oi the plate 595 is maul toil we the plate and is coni'iectorl battery by Wire 1:10., 'lhe lioti l o loud ringing alarm llil by e filo alarm is connected Plate 406 is :(l a battery @106 by wire ll. wiggle ettolie hell ill) is connected, to Wire 411 curl to the buttery by who e00.

ll; governor 99 and gear wheel ore 7 mouototl on c shaft 98 supported. vertically.

valve 102 is carried up to opeli ,l the bolls 100 of the goveruov slight mice of the bulls will not e valve but zit-min speed of six or per hour iv l cause the govei'noi' l elm-Wing chews, the complete inoveroll 88 flow 'zmiftl requires about. 1 ions of th ivoi'm gear 5 1- some oulaout three humli'ed revolutions llu practice, the gears v lesig octi as to cause rod 88 to delsu emiugii to open .tlxevalve only 'lho vehicle has treveled fully as for veloy and solenoid ouevgi eel no the length of a block, l e ii'ieuletecl'reil section l8 iii eelliug liloclii. Upportunity e letter point for the current ry lo energize the role"; 12 clause the restoration of the T06 before alve was openel. I

JBS$ZZTF to reduce the speed of wheel governor. additional gears may we jd$l16l the gears shown in lion 511 818 may be used to l....l1l11g of wheel in the conon as would occur when the eniiaclnvor .lo 10'? is held closed by a spring 10 i,

an icon core 89 is attached to the rod just The extreme upper end 87 stituted for the insuletedhrass Wheel.

which spring just balances the pieiisuro of the air on the part 106 tending to i open the valve. This valve is connected on one side to the l/lllln line-broke pipe and on thecther siele to valve 102 which is connected to a cylinder 111 having a piston 115 inside, the piston being connected by an arm 116 E0 the locking dog connection on the throttle lever The cylinderond pistou are desigiuedto operate the throttle lever {incl/shut oil the eteeim when a. pressure. of. twenty oumls or over of air enters the cylintle'n we vents 11% and 113 permitthe r on the left hand end of the cylinder to escape. Vent 113 else permits the oil from the train ll'ZlfirlT L to escape freely after the piston has passed to the left of vent, 113.

The structure of governor 99 and valve 10% may be modified as shown in Fig. 3. The bolls 100 are flattened and when spread out, they strike the plunger 313 of valve 102 until permit the oil to escope in successive pufie, the volume and rapidity of the puffs being regulated loythe SPGB l of. the governor and the train. l "elve 102 in Fig. 3 is constructecl similurfto valve 107 of Fig. 1.

Soleuoitl- 34 may he energized'directly by och-cult connected to any form of train curried contact which; engages a suitable stetiooaiy contact having a battery or dynamo connection unclcr hlock control. How ever the Wiring shown in Fig- 1.,is preileri'ecl.

All arm or switch 3 controlled manually or automatically is provided with a contact 10( above connected by Wire 5 to the mil 6. A battery 1 is connected by wire 2 to the arm and by Wire 49 to an insulatel track rail 48 or other contact adopted to engage a brass or copper wheel l4, co-rriel with suitable springs and. bearings below, an oak plank supportecl by/hrackets lMfi attached to the floor or booms of the engine or tender or car. liublier or fiber insulation mey be substitutocl the oak plonk or an insulated 110 tire, Wheel, axle, truck or car may be sub- The brass wheel should have it foce six or more inches Wice to insure 2. positive counection with the rail on curves.

lit is preferred to have rail 48 short-e,ven less than twelve feet long. A special rolled mil. section 481 shown in Fig. 1 may be use l. It is tgroviclecl with holes $08-$08 for the insertion of spikes driven into the .sillsu The fiber insulation end steel plates 309 boltedv on the sides may be longer than the insulotetl mil section which is entirely in ClUS@(l on its sides.

The hearing "of the loross wheel 4A: is comieclecl by Wire 4&2 to one winding 12 of a ey ll in a circuit which also i1ur.:lu(les ires 10 and 8 and a relay 9 and terminates in wheel T of the engine or car. Relay 9 cpcrates the cob signals if they are used. For

S ll

" operate ment residual magnetism from sticking the ill'mil- 'o ih core end. A second winding relay ll is connected 150 arm also by Wire 14.- to arm infthe peeh c; the upper ineulziteil eml of rod contuc; on lhc lower side of arm 15 1S coni'iectell l;

o y wire 1 lo a l). 18 which is connected by wire 19 to u on: comuact 20 in lac pach of the free end of arm 21.

Arm curries insuj .ibcl Wedge she Jed copper COIGJZCL. :Mlzipiecl :10 connect two thick front contacts 31 and Contact 32 is connected h Wire to solenoid 3% which is also connected lo Wire 35 to contact 36 below arm which connected by Wire 39 to hnisteiy e0. Wire ll connec-we heiliei'y ii) lo conlzic' 31.

Tlnec of a track i'eil are shown in cam Fig. 1 shows the (lemon assumed when the con- 'bhe den m sic 1121i the overlap, iilis duty 1 prepare to slop l iuce speecl and If he lails to well by its own presume; "chef; the block (ti? *2:- scogi the train 'Wil movement. it

nhcml i occupied The cenueciion of boiler l. to the rail seciion E8 is lu'olcen at point The rail section is dead and the to relays 9 and ill broken. The lBTlC ct to open. valve 20? some distance to -n m (Fig. 2) in ilie m no e assume that {he "or: high spcel contrary to s ecnoi" opens valve 102 Wino. close-1L The g'czirenre opera; penniiie. :"ocl 88 to clescencl by i Contact; 1" has just sl 40% onu now eonnecte W completes the Wire .11% contact alarm '13, Wire in the alarm. film-n1.

Paul new presses Lilli valve and opens i h. "a L awning a The gov own wed 22ml insulation contzcl: and circuit: through Zponiaect "wil Wire 41 12., and be my pen.

engineer clisyegerds chic escape valve his engineers brake valve and opens the throttle. Should the s eeci "loin the'core to prevem; any

ill-by fill; of insulin.

and 56. This rail section is chargedhecause' the track is now clear, Relays 9 and 11 are enel :iecl amlythe solenoid is enei'gized attracting the core and raising the rod. The

circuits are as f0lloWs:-i"'I-'om he fiery 1, i0 Wll'G 2,, arm 3, contact 4-, wire 5 mil 6, Wheel Wire 8, relay Wiie 1G, relay 1L Wire 42, hearing wheel 4-4: insulutccl mil seclion and Wire 49. From battery 18, to

Wire 1% contact 20 arm 21, Wire 22, winding- 13, wire 1% arm 15, contact 16 and Wire 17. From bait y 44) to Wine il contacts 31, 3O ancl 32, wire lenoicl Wire contact 36 and arm 3-8 to Wire 39.

11s r06. 88 slides up, the spring Contact e02 slioi up to insulation 51G making five succonnections to the contact plate 206 making strokes Wiizh alarm 1-10.

-- circuit 15 as follows: from battery 408,

'118 L07, plate 406, conlacc 402, Wire elll,

elll) anal w in the absence signals lay 9, these five operated by re of alarm 410 will the e to 1 one full speed. linen the loci serum; contact arms 38 and 15 above, the circuits a) line solenoid and jto hiding 130i relay 11. were broken. and 311 enonl was iieenengizecl but the pawl Kill me liulcler c in and supported s upper Flo-61011. Before this was fully accomplished, the train Contact 44 moved oft lilac weulnzeal r'eil breaking the JKllDg l2 and lecnergnnng circuit to relayrelay 1]. as soon, as rod 88 struck contact arm The gears and chain again lo'wei' the cod alnl w the spring: contact 402 strikes each of the live here surfaces of plate 406 bQfiWQH the insulations, the alarm 410 makes o e stroke and the engineer knows that the :le icei working" properly, On a clean track high speed, these strokes are icgulai occurring at intervals of about fifieeu seconds and. furnieh low toned music to he engie 7:; i the rod. gli'op s a short distance. arms (510p rest on their contact nit to ding 13 of relay 11 lose now because arm 21 is clown, In; the circuit open.

7 i he track remains clear, the train may proceed au full speed for any distance because rod 88 never (irons for enough under such conditions 1'10 open valve 102 before hatglues the circuits and draws 1. In it tinin controlling device's, gaineddevice operated downward by the train, a brillfl-h votive, 21, weight ndapted to open the brake valve, on electrical device to? raising the weight, the gear device supporting the weight.

2. In a train contvolling device, a geznred device operated downward by the train, a brake valve, weight adopted to open the brake valve, on electrical device for raising the weight, the gear device supporting the weight, together with a signal operated by said weight.

device operated downward by the train, e broke valve, a. weight adapted to open the brake valve, nn'electi'icsl device for raising the weight, the gear device supporting the weight, together with on alttlln operated by the weight, for the purpose of warning the engineer.

l. In a train controlling device, the cornbinationof a. train axle, a geared device connected thereto, a sprocket wheel connected to the eared device. it lnddei chain supported by sprocket wheel, a pawl and upright rod supported by the chain, a solenoid, it block controlled electric circuit "for operating the solenoid, a core attached to the rod below the solenoid, e brake volvebclow the rod, the rod being adopted to open the niche valve and stop the train.

5. In a train controlling device, a geared device operated downward by the train, a brake valve, n weight adopted to open the brake valve, on electrical. device for raising the 'weight, the gear device supporting .the weight, together with an electric circuit controlled by the geared device, said circuitoperating an alarm.

6. In a. train controlling device, abrake valve, :1 weight to operate the valve, an electrical. bloclt controlled device to raise the weight, and n geared train to lower the weight.

7 In 3, train controlling device, a geared device opemted downward by the train, a bra/lie valve, 11 weight adapted to open the valve, a, solenoid and core for raisin-g the weight, means whereby the geared device lowers the weight, a, train relay, an arm and contact and circuit controlled by the relay and controlling the solenoid.

.8, In a train controlling: device, a. geared device operated downward by the train, it brake valve, e weight adapted to open the valve, e. solenoid and core for i'aising the weight, means whereby the geared device from the spirit and scope of,

3. In a train controlling device, egeered operated device woo en close the valve, a fluid pressure device cooperating with. the geared device to close the valve, the fluid pressure operating the train lever. I

10. In combination, a railway vehicle, a speed responsive device thereon, means on the vehicle arranged to change gradually toward an ultimate condition, vehicle-governing apparatus controlled by said device and by said means, devices; located in the tmckway and arranged to restore said means away from said ultimate condition, said means being adapted to automatically resume its change toward said ultimate condition otter each restorations 11. In combination, a. railway vehicle, a. warning signal and a valve in control of an air vent carried thereon, means on the vehicle adapted to be constantly driven toward an ultimate condition whereby the warning Signal will be operated and the valve will be opened successively uponreocliing said ultimcte condition, together with devices located in theficmckwe foljiznusing said means to be restored away from said ultimate condition.

12. In combination, a railway vehicle, means on the vehicle adapted to be driven constantly toward an ultimate condition, a warning signal and a. controlling device on the vehicle controlled successively by said means upon reaching said ultimate condition, together with devices located in the trackway and responsive to clear track conditions ahead for causing said means to be restored away from said ultimate condition.

13. In combination, a. railway vehicle, means thereon arranged to change gradually toward an ultimate condition, a warning signs] and valve-opening apparatus on the ve liicle, controlled successively by said means upon reaching said ultimate condition, and devices located in the tvahkway for causing said means to be restoredaway from said ultimate condition, said means being adapted to automatically resume its change toward the said ultimate condition after each restoration. I

.ln witness whereof, Iflhnve signed th specification in the presence of two subscribing witnesses, this 22nd day of February, 1913.

AB'RAM L. llOWER. Witnesses:

ELVENIA C. Hoes, MARY B. 

